Electric aircraft lift motor with air cooling

ABSTRACT

In an aspect of the present disclosure is an electric aircraft lift motor with air cooling, the motor including a stator connected to the electric aircraft, the stator including: an inner cylindrical surface and an outer cylindrical surface, wherein each of the inner cylindrical surface and the outer cylindrical surface is coaxial about an axis of rotation; and a rotor coaxial within the stator, the rotor including a rotor cylindrical surface, wherein the rotor cylindrical surface and the inner cylindrical surface combine to form an air gap between the rotor cylindrical surface and the inner cylindrical surface; and a first fan connected to an axial end of the rotor and configured to rotate with the rotor, the first fan comprising at least a blade configured to direct air toward the air gap.

FIELD OF THE INVENTION

The present invention generally relates to the field of motors forelectric aircraft. In particular, the present invention is directed toan electric aircraft lift motor with air cooling.

BACKGROUND

Development in electric aircraft provides new opportunities for variousforms of flight. Electric motors, however, may overheat during use.

SUMMARY OF THE DISCLOSURE

In an aspect of the present disclosure is an electric aircraft liftmotor with air cooling, the motor including a stator connected to theelectric aircraft, the stator including: an inner cylindrical surfaceand an outer cylindrical surface, wherein each of the inner cylindricalsurface and the outer cylindrical surface is coaxial about an axis ofrotation; and a rotor coaxial within the stator, the rotor including arotor cylindrical surface, wherein the rotor cylindrical surface and theinner cylindrical surface combine to form an air gap between the rotorcylindrical surface and the inner cylindrical surface; and a first fanconnected to an axial end of the rotor and configured to rotate with therotor, the first fan comprising at least a blade configured to directair toward the air gap.

In another aspect of the present disclosure is a device for cooling amotor of an electric aircraft, the device including a rotor configuredto rotate around an axis of rotation, the rotor including: a rotorcylindrical surface; a first axial end on one side of the rotorcylindrical surface; and a second axial end opposition the first axialend; and a fan connected to the first axial end of the rotor andconfigured to rotate with the rotor around the axis of rotation, the fanincluding: at least a blade configured to direct air radially away fromthe axis of rotation.

These and other aspects and features of non-limiting embodiments of thepresent invention will become apparent to those skilled in the art uponreview of the following description of specific non-limiting embodimentsof the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, the drawings show aspectsof one or more embodiments of the invention. However, it should beunderstood that the present invention is not limited to the precisearrangements and instrumentalities shown in the drawings, wherein:

FIG. 1 is a sectional view of an exemplary embodiment of a system forcooling a motor of an electric aircraft according to the presentdisclosure;

FIG. 2 is an embodiment of a rotor assembly used in an electric motorassembly;

FIG. 3 is an illustration of an exploded view of an electric motor in apropulsion assembly;

FIG. 4 is an embodiment of an integrated motor incorporated in anelectric aircraft.

The drawings are not necessarily to scale and may be illustrated byphantom lines, diagrammatic representations and fragmentary views. Incertain instances, details that are not necessary for an understandingof the embodiments or that render other details difficult to perceivemay have been omitted.

DETAILED DESCRIPTION

At a high level, aspects of the present disclosure are directed anelectric aircraft lift motor with air cooling. In an embodiment, aspectsof the present disclosure is a lift motor implementing one or more fanson the motor to cool components of the motor. Embodiments may furtherinclude cooling fins on an outer surface of the stator. Exemplaryembodiments illustrating aspects of the present disclosure are describedbelow in the context of several specific examples.

In the following description, for the purposes of explanation, numerousspecific details are set forth in order to provide a thoroughunderstanding of the present invention. It will be apparent, however,that the present invention may be practiced without these specificdetails. As used herein, the word “exemplary” or “illustrative” means“serving as an example, instance, or illustration.” Any implementationdescribed herein as “exemplary” or “illustrative” is not necessarily tobe construed as preferred or advantageous over other implementations.All of the implementations described below are exemplary implementationsprovided to enable persons skilled in the art to make or use theembodiments of the disclosure and are not intended to limit the scope ofthe disclosure, which is defined by the claims. For purposes ofdescription herein, the terms “upper”, “lower”, “left”, “rear”, “right”,“front”, “vertical”, “horizontal”, “inner”, “outer”, and derivativesthereof shall relate to the invention as oriented in FIG. 1 .Furthermore, there is no intention to be bound by any expressed orimplied theory presented in the preceding technical field, background,brief summary or the following detailed description. It is also to beunderstood that the specific devices and processes illustrated in theattached drawings, and described in the following specification, aresimply embodiments of the inventive concepts defined in the appendedclaims. Hence, specific dimensions and other physical characteristicsrelating to the embodiments disclosed herein are not to be considered aslimiting, unless the claims expressly state otherwise.

Referring now to the drawings, FIG. 1 illustrates an electric aircraftlift motor 100 with air cooling. Motor 100 includes a stator 112connected to electric aircraft 108. Stator 112 includes an innercylindrical surface 116 and an outer cylindrical surface 120 eachcoaxial about an axis of rotation 124 and at least partially defined byan axial edge 128 on either side. Stator 112 may comprise stackedlaminations, also known as punchings, with inner teeth. An outer surfaceof the stacked laminations may form outer cylindrical surface 120. Innercylindrical surface 116 and outer cylindrical surface 120 may share acoincident and parallel centerline disposed at the center of eachcylindrical surface. Inner cylindrical surface 116 and outer cylindricalsurface 120 may include different radii and thus include differentsizes. Stator 112 may include windings 132 made of electricallyconductive coil wound around a magnetic core, which may include withoutlimitation an iron core or other magnetic material. Specifically,windings 132 may be wound around the inner teeth of the stackedlaminations. Coil may include any material that is conductive toelectrical current and may include, as a non-limiting example, variousmetals such as copper, steel, or aluminum, carbon conducting materials,or any other suitable conductive material. Each of windings 132 may forman oval shape with an end turn 136 on either end of windings 132. Endturn 136 may extend past at least an axial edge 128 of stator 112. Eachend turn 136 may extend past the corresponding at least an axial edge128 such that a portion of an interior space of each of windings 132 atleast partially extends past both at least an axial edge 128. Stator 112may include one or more magnets which may be assembled in rows along astructural casing component. Further, stator 112 may include one or moremagnets having magnetic poles oriented in at least a first direction.The magnets may include at least a permanent magnet. Permanent magnetsmay be composed of, but are not limited to, ceramic, alnico, samariumcobalt, neodymium iron boron materials, any rare earth magnets, and thelike. Further, the magnets may include an electromagnet. As used herein,an electromagnet is an electrical component that generates magneticfield via induction; the electromagnet may include a coil ofelectrically conducting material, through which an electric current flowto generate the magnetic field, also called a field coil of fieldwinding.

With continued reference to FIG. 1 , outer cylindrical surface 120 ofstator 112 may include at least a cooling fin 140 as a heat exchanger todraw heat from stator 112. At least a cooling fin 140 may include aplurality of cooling fins, which may be evenly distributed radially onouter cylindrical surface 120. At least a cooling fin 140 may be madefrom any thermally conductive material known in the art including,without limitation, copper, nickel, aluminum, stainless steel, and/orany combination thereof. At least a cooling fin 140 may be attached toouter cylindrical surface 120 and may extend radially from the outercylindrical surface 120. At least a cooling fin 140 may include a flatsurface, a wavy surface, and/or ridges. Any shape may be suitable for atleast a cooling fin 140. At least a cooling fin 140 may include aplurality of cooling fins.

Still referring to FIG. 1 , motor 100 includes a rotor 148 coaxialwithin stator 112. A rotor 148 is a portion of an electric motor thatrotates with respect to a stator 112 of the electric motor, such asstator 112. Rotor 148 includes a rotor cylindrical surface 152, whereinthe rotor cylindrical surface 152 and inner cylindrical surface 116 ofstator 112 combine to form an air gap 164 between the rotor cylindricalsurface 152 and the inner cylindrical surface 116. Rotor cylindricalsurface 152 may be disposed opposite and opposing to inner cylindricalsurface 116 of stator 112. Rotor 148 may include a rotor shaft 156.Rotor shaft 156 may be disposed coaxially and coincidentally withinstator 112. Rotor shaft 156 may be rotatable relative to stator 112,which remains stationary relative to electric aircraft 108. Rotorcylindrical surface 152 may be radially spaced from rotor shaft 156 suchas, for example, in a squirrel cage rotor assembly. At least a spoke 144may extend from rotor shaft 156 to one or both of axial edge 128 ofrotor cylindrical surface 152. At least a spoke 144 may include aplurality of spokes on each of axial edge 128 of rotor cylindricalsurface 152. Rotor 148 may include a plurality of permanent magnets,namely a magnet array 160, disposed radially about the axis of rotation124 of rotor shaft 156 which may be parallel and coincident with axis ofrotation 124 of motor 100. Magnet array 160 may be positioned on rotorcylindrical surface 152 and radially from rotor shaft 156, such thatrotor cylindrical surface 152 is between magnet array 160 and rotorshaft 156. Magnet array 160 may be opposite inner cylindrical surface116 of stator 112 and spaced from the inner cylindrical surface 116 byair gap 164. Rotor cylindrical surface 152 may comprise magnet array160. Magnet array 160 may include a Halbach array. A Halbach array is aspecial arrangement of permanent magnets that augments the magneticfield on one side of the array while canceling the field to near zero onthe other side of the array. For the purposes of this disclosure, a sideof the array is defined as an area disposed relative to the array ofmagnets, for example, if the Halbach array is disposed radially on thecylindrical surface of the rotor shaft 156, one side may be capturedwith the Halbach array, and a second side may be the area outside of theHalbach array. In general, the Halbach array is achieved by having aspatially rotating pattern of magnetization where the poles ofsuccessive magnets are not necessarily aligned and differ from one tothe next. Orientations of magnetic poles may be repeated in patterns orin successive rows, columns, and arrangements. An array, for the purposeof this disclosure is a set, arrangement, or sequence of items, in thiscase permanent magnets. The rotating pattern of permanent magnets can becontinued indefinitely and have the same effect, and may be arranged inrows, columns, or radially, in a non-limiting illustrative embodiment.One of ordinary skill in the art would appreciate that the area that theHalbach array augments the magnetic field of may be configurable oradjustable. Magnet array 160 may comprise a magnet sleeve forming atleast part of rotor cylindrical surface 152 with slits and/or ribs inthe magnet sleeve to further dissipate heat. Slits and/or ribs may beunidirectional. Slits and/or ribs may be bidirectional on magnet array160 such as, for example, in a chevron pattern.

With continued reference to FIG. 1 , a first fan 168 is connected to anaxial end of rotor 148 and configured to rotate with rotor 148. As usedin this disclosure, an “axial end” is an end along an axis of rotationof a body. First fan 168 may be a centrifugal fan. As used in thisdisclosure, a “centrifugal fan” is a mechanical device for moving air ina direction at an angle to the incoming air. For example, a centrifugalfan may direct air radially in a direction substantially perpendicularto the incoming air. First fan 168 includes at least a blade 172configured to direct air toward air gap 164. In some embodiments, firstfan 168 may be configured to direct air across air gap 164. Directed aircould be caused to circulate through air gap 164 due to the Venturieffect. At least a blade 172 may be configured to direct air radiallyaway from axis of rotation 124. At least a blade 172 may be one or morestraight radial blades each comprising a flat surface extending radiallysuch that the flat surface is perpendicular to axis of rotation 124.According to the direction of rotation, the at least a blade 172 mayslope outward toward inner cylindrical surface 116 of stator 112. Atleast a blade 172 may include a plurality of blades similarly positionedand spaced from each other so each of plurality of blades is angledoutward toward inner cylindrical surface 116 of stator 112 to direct airtoward stator 112. At least a blade 172 may be backward-curved bladesthat curve against the direction of the rotation of first fan 168. Atleast a blade 172 may be forward-curved blades that curve in thedirection of the rotation of first fan 168. At least a blade 172 may beon one or more axials ends of rotor 148. As used in this disclosure,“on” may include directly on and indirectly attached to such that thereare one or more intervening elements. First fan 168 may include a baseplatform 176 and a roof platform 180 wherein at least a blade 172 issecured between base platform 176 and roof platform 180. At least ablade 172 may be confined by base platform 176 and roof platform 180.Each of axial end may include an axial edge. Base platform 176 and roofplatform 180 may each be substantially parallel to one of axial edge 128of stator 112. Thus, base platform 176 may be substantially parallel toroof platform 180. Base platform 176 may be attached to an axial edge ofrotor 148. Base platform 176 and/or roof platform 180 may extendradially toward rotor shaft 156 and/or toward stator 112. Base platform176 may rest on one or more of at least a spoke 144. At least a blade172 may be substantially perpendicular to base platform 176 and roofplatform 180. At least a blade 172 is configured to direct air towardair gap 164 between stator 112 and rotor 148. In some embodiments, atleast a blade 172 may not be perpendicular to base platform 176 and roofplatform 180. In some embodiments, at least a blade 172 may beconfigured to direct air toward an end turn 136 of windings 132. Atleast a blade 172 may be configured to direct air through at least partof interior space of windings 132. At least a blade 172 may include ablade on either axial end of rotor 148. For example, first fan 168 mayinclude base platform 176, at least a blade 172, and roof platform 180on both axial ends of rotor 148 such that one of base platform 176 isattached to one of the axial ends and another of base platform 176 isattached to the opposite axial end of rotor 148. At least a blade 172 onone axial end of rotor 148 may correspond to at least a blade 172 on theopposite axial end of rotor 148 such that each of at least a blade 172is coplanar with another of at least a blade 172 on the opposite axialend.

Still referring to FIG. 1 , an end of rotor shaft 156 may be attached toa propulsor 184. A “propulsor”, as used herein, is a component or deviceused to propel a craft by exerting force on a fluid medium, which mayinclude a gaseous medium such as air or a liquid medium such as water.Propulsor 184 may be any device or component that consumes electricalpower on demand to propel an aircraft or other vehicle while on groundand/or in flight. Propulsor 184 may include one or more propulsivedevices. In an embodiment, propulsor 184 can include a thrust elementwhich may be integrated into the propulsor. A thrust element may includeany device or component that converts the mechanical energy of a motor,for instance in the form of rotational motion of a shaft, into thrust ina fluid medium. For example, a thrust element may include withoutlimitation a marine propeller or screw, an impeller, a turbine, apump-jet, a paddle or paddle-based device, or the like. Persons skilledin the art, upon reviewing the entirety of this disclosure, will beaware of various devices that may be used as at least a thrust element.As used herein, a propulsive device may include, without limitation, adevice using moving or rotating foils, including without limitation oneor more rotors, an airscrew or propeller, a set of airscrews orpropellers such as contra-rotating propellers, a moving or flappingwing, or the like.

In an embodiment, propulsor 184 may include at least a propulsor blade188. At least a propulsor blade 188 may include a plurality of propulsorblades. As another non-limiting example, a propulsor may include aneight-bladed pusher propeller, such as an eight-bladed propeller mountedbehind the engine to ensure the drive shaft is in compression. Personsskilled in the art, upon reviewing the entirety of this disclosure, willbe aware of various devices that may be used as propulsor 184. In anembodiment, when a propulsor twists and pulls air behind it, it will, atthe same time, push the aircraft forward with an equal amount of force.The more air pulled behind the aircraft, the more the aircraft is pushedforward. Thrust element may include a helicopter rotor incorporated intopropulsor 184. A helicopter rotor, as used herein, may include one ormore blade or wing elements driven in a rotary motion to drive fluidmedium in a direction axial to the rotation of the blade or wingelement. Its rotation is due to the interaction between the windings 132and magnetic fields which produces a torque around the rotor's axis. Ahelicopter rotor may include a plurality of blade or wing elements.

Propulsor 184, including at least a propulsor blade 188, may beconfigured to prop wash along outer cylindrical surface 120 of stator112. As used in this disclosure, “prop wash” is a disturbed mass of airpushed by and from a propulsor of an aircraft. Prop wash may be causedby sudden acceleration of propulsor. Prop wash may cause air turbulencein a helical pattern due to the rotation of the propulsor. At least acooling fin 140, as discussed above, may be positioned on outercylindrical surface 120 to receive prop wash. In some embodiments, atleast a cooling fin 140 may be arranged to form one or more helicalpatterns on outer cylindrical surface 120.

Motor 100 may include a second fan 192 attached to rotor shaft 156.Second fan 192 may be positioned between propulsor 184 and rotor 148.Second fan 192 may have at least a secondary blade 196. At least asecondary blade 196 may include a plurality of blades. Second fan 192may be a propeller fan with at least a secondary blade 196 extendingsubstantially radially from a central hub at an angle to direct airflow. Second fan 192 may be configured to direct aid air toward firstfan 168 and/or along outer cylindrical surface 120 of stator 112. Secondfan 192 may be configured to direct air toward at least a cooling fan onouter cylindrical surface 120. Second fan 192 may be attached topropulsor 184. In some embodiments, second fan 192 may be spaced formpropulsor 184. Second fan 192 may have a radius that is smaller than aradius of propulsor 184. For example, a distance from an end of at leasta secondary blade 196 to axis of rotation 124 may be less than adistance from an end of at least a propulsor blade 188 to axis ofrotation 124. Second fan 192 may have a radius that is smaller, equalto, or larger than a radius of rotor cylindrical surface 152. Some orall of at least a secondary blade 196 may be aligned with some or all ofat least a propulsor blade 188 such that an angular displacement betweena plane containing axis of rotation 124 and some or all of the at leasta secondary blade 196 is the same as the angular displacement betweenthe plane and the corresponding some or all of the at least a propulsorblade 188. In some embodiments, some or all of at least a secondaryblade 196 may not be aligned with some or all of at least a propulsorblade 188. At least a secondary blade 196 may extend perpendicular toaxis of rotation 124. In some embodiments, at least a secondary blade196 may extend toward rotor 148 such that the at least a secondary blade196 and axis of rotation 124 form an acute angle relative to rotor 148.In other embodiments, at least a secondary blade 196 may extend awayfrom rotor 148 such that the at least a secondary blade 196 and axis ofrotation 124 form an obtuse angle relative to rotor 148.

Now referring to FIG. 2 , an exemplary rotor assembly 200 is presented.Motor 100 may include aspects of a rotor assemble such as rotor assembly200. Rotor assembly 200 may include rotor shaft 204. The rotor shaft 204may be disposed coaxially and coincidentally within a stator assembly.Rotor shaft 204 may be rotatable relative to a stationary statorassembly. Rotor shaft 204 may be mechanically coupled to stator assemblywithin electric motor assembly hereinafter disclosed. Rotor shaft 204may include cylindrical surface 216 disposed opposite and opposing to aninner cylindrical surface disposed on stator assembly. Rotor shaft 204may include a plurality of permanent magnets, namely permanent magnetarray 208, disposed radially about the axis of rotation of rotor shaftwhich is parallel and coincident with an axis of rotation of motor.Permanent magnet array 208 may be disposed radially about axis ofrotation equally spaced, continuously spaced, or any arrangement in anarray about rotor shaft 204. Permanent magnet array 208 may include aHalbach array.

With continued reference to FIG. 2 , rotor shaft 204 may be coupled at afirst end to propulsor 212. Propulsor 212 may be similar or the same asany of the propulsors disclosed herein. There may be at least an air gapdisposed between a cylindrical surface of rotor shaft 204 or magnetarray 208 and inner cylindrical surface of stator. Rotor shaft 204 maybe mechanically coupled to impeller 220, which may be similar to or thesame as any impeller disclosed herein. Motor 300, as shown in FIG. 3 ,may include impeller 220 coupled with the rotor shaft 204. Impeller 220,as described herein, is a rotor used to increase or decrease thepressure and flow of a fluid, including at least air. Impeller 220 mayfunction to provide cooling to rotor assembly 200 and motor 300.Impeller 220 may include varying blade configurations, such as radialblades, non-radial blades, semi-circular blades and airfoil blades.Impeller 220 may further include single and/or double-sidedconfigurations. Impeller 220 is described in further detail below.Additionally, or alternatively, in a non-limiting illustrative example,rotor shaft 204 may be mechanically coupled to cooling vanes. Coolingvanes are used to lower the temperature of a high-velocity mechanicalpart, like the rotor in an electrical motor. Cooling vanes may employ aplurality of physical principles to cool mechanical parts. Cooling vanesmay draw cool air like a fan if mechanically coupled to the rotor at anangle sufficient to create a pressure differential in order to draw coolair from outside the motor housing into the relatively hot inner motorand cool internal mechanical parts by convection. Convection cooling inprinciple, is cooling of a portion of a body by moving a fluid over it,the tendency of heat energy to move from high to low energy areas, likea hot spinning rotor to cool moving air. Additionally, cooling vanes mayact as thermodynamic fins. Heat energy may be conducted through thecooling vanes from the hot rotor shaft to the tips of the cooling vanes,thus dissipating heat in a high-speed rotating part.

Referring now to FIG. 3 , an embodiment of motor 300 is illustrated.Motor 300 may include at least a stator 304. Stator 304, as used herein,is a stationary component of a motor and/or motor assembly. In anembodiment, stator 304 may include at least first magnetic element 308.As used herein, first magnetic element 308 is an element that generatesa magnetic field. For example, first magnetic element 308 may includeone or more magnets which may be assembled in rows along a structuralcasing component. Further, first magnetic element 308 may include one ormore magnets having magnetic poles oriented in at least a firstdirection. The magnets may include at least a permanent magnet.Permanent magnets may be composed of, but are not limited to, ceramic,alnico, samarium cobalt, neodymium iron boron materials, any rare earthmagnets, and the like. Further, the magnets may include anelectromagnet. As used herein, an electromagnet is an electricalcomponent that generates magnetic field via induction; the electromagnetmay include a coil of electrically conducting material, through which anelectric current flow to generate the magnetic field, also called afield coil of field winding. A coil may be wound around a magnetic core,which may include without limitation an iron core or other magneticmaterial. The core may include a plurality of steel rings insulated fromone another and then laminated together; the steel rings may includeslots in which the conducting wire will wrap around to form a coil.First magnetic element 308 may act to produce or generate a magneticfield to cause other magnetic elements to rotate, as described infurther detail below. Stator 304 may include a frame to house componentsincluding first magnetic element 308, as well as one or more otherelements or components as described in further detail below. In anembodiment, a magnetic field may be generated by first magnetic element308 and can include a variable magnetic field. In embodiments, avariable magnetic field may be achieved by use of an inverter, acontroller, or the like. In an embodiment, stator 304 may have an innerand outer cylindrical surface; a plurality of magnetic poles may extendoutward from the outer cylindrical surface of the stator. In anembodiment, stator 304 may include an annular stator, wherein the statoris ring-shaped. In an embodiment, stator 304 is incorporated into a DCmotor where stator 304 is fixed and functions to supply the magneticfields where a corresponding rotor, as described in further detailbelow, rotates. In an embodiment, stator 304 may be incorporated an ACmotor where stator 304 is fixed and functions to supply the magneticfields by radio frequency electric currents through an electromagnet toa corresponding rotor, as described in further detail below, rotates.

Still referring to FIG. 3 , motor 300 may include propulsor 312. Inembodiments, propulsor 312 may include an integrated rotor. As usedherein, a rotor is a portion of an electric motor that rotates withrespect to a stator of the electric motor, such as stator 304. Apropulsor, as used herein, is a component or device used to propel acraft by exerting force on a fluid medium, which may include a gaseousmedium such as air or a liquid medium such as water. Propulsor 312 maybe any device or component that consumes electrical power on demand topropel an aircraft or other vehicle while on ground and/or in flight.Propulsor 312 may include one or more propulsive devices. In anembodiment, propulsor 312 may include a thrust element which may beintegrated into the propulsor. A thrust element may include any deviceor component that converts the mechanical energy of a motor, forinstance in the form of rotational motion of a shaft, into thrust in afluid medium. For example, a thrust element may include withoutlimitation a marine propeller or screw, an impeller, a turbine, apump-jet, a paddle or paddle-based device, or the like. As anothernon-limiting example, at least a propulsor may include an eight-bladedpusher propeller, such as an eight-bladed propeller mounted behind theengine to ensure the drive shaft is in compression. Persons skilled inthe art, upon reviewing the entirety of this disclosure, will be awareof various devices that may be used as at least a thrust element. Asused herein, a propulsive device may include, without limitation, adevice using moving or rotating foils, including without limitation oneor more rotors, an airscrew or propeller, a set of airscrews orpropellers such as contra-rotating propellers, a moving or flappingwing, or the like. In an embodiment, propulsor 312 may include at leasta blade. Persons skilled in the art, upon reviewing the entirety of thisdisclosure, will be aware of various devices that may be used aspropulsor 312. In an embodiment, when a propulsor twists and pulls airbehind it, it will, at the same time, push the aircraft forward with anequal amount of force. The more air pulled behind the aircraft, the morethe aircraft is pushed forward. In an embodiment, thrust element mayinclude a helicopter rotor incorporated into propulsor 312. A helicopterrotor, as used herein, may include one or more blade or wing elementsdriven in a rotary motion to drive fluid medium in a direction axial tothe rotation of the blade or wing element. Its rotation is due to theinteraction between the windings and magnetic fields which produces atorque around the rotor's axis. A helicopter rotor may include aplurality of blade or wing elements.

Continuing to refer to FIG. 3 , in an embodiment, propulsor 312 mayinclude hub 316 rotatably mounted to stator 304. Rotatably mounted, asdescribed herein, is functionally secured in a manner to allow rotation.Hub 316 is a structure which allows for the mechanically coupling ofcomponents of the integrated rotor assembly. In an embodiment, hub 316can be mechanically coupled to propellers or blades. In an embodiment,hub 316 may be cylindrical in shape such that it may be mechanicallyjoined to other components of the rotor assembly. Hub 316 may beconstructed of any suitable material or combination of materials,including without limitation metal such as aluminum, titanium, steel, orthe like, polymer materials or composites, fiberglass, carbon fiber,wood, or any other suitable material. Hub 316 may move in a rotationalmanner driven by interaction between stator and components in the rotorassembly. Persons skilled in the art, upon reviewing the entirety ofthis disclosure, will be aware of various structures that may be used asor included as hub 316, as used and described herein.

Still referring to FIG. 3 , in an embodiment, propulsor 312 and/or rotorshaft 336 may include second magnetic element 320, which may include oneor more further magnetic elements. Second magnetic element 320 generatesa magnetic field designed to interact with first magnetic element 308.Second magnetic element 320 may be designed with a material such thatthe magnetic poles of at least a second magnetic element are oriented inan opposite direction from first magnetic element 308. In an embodiment,second magnetic element 320 may be affixed to hub 316, rotor shaft 336,or another rotating or stationary electric motor component disclosedherein. Affixed, as described herein, is the attachment, fastening,connection, and the like, of one component to another component. Forexample, and without limitation, affixed may include bonding the secondmagnetic element 320 to hub 316, such as through hardware assembly, spotwelding, riveting, brazing, soldering, glue, and the like. Secondmagnetic element 320 may include any magnetic element suitable for useas first magnetic element 308. For instance, and without limitation,second magnetic element may include a permanent magnet and/or anelectromagnet. Second magnetic element 320 may include magnetic polesoriented in a second direction opposite, in whole or in part, of theorientation of the poles of first magnetic element 308. In anembodiment, motor 300 may include a motor assembly incorporating stator304 with a first magnet element and second magnetic element 320. Firstmagnetic element 308 may include magnetic poles oriented in a firstdirection, a second magnetic element includes a plurality of magneticpoles oriented in the opposite direction than the plurality of magneticpoles in the first magnetic element 308.

Referring again to FIG. 3 , in an embodiment, first magnetic element 308may be a productive element, defined herein as an element that producesa varying magnetic field. Productive elements may produce magnetic fieldthat may attract and other magnetic elements, possibly including areceptive element. Second magnetic element may be a productive orreceptive element. A receptive element may react due to the magneticfield of first magnetic element 308. In an embodiment, first magneticelement 308 may produce a magnetic field according to magnetic poles offirst magnetic element 308 oriented in a first direction. Secondmagnetic element 320 may produce a magnetic field with magnetic poles inthe opposite direction of the first magnetic field, which may cause thetwo magnetic elements to attract one another. Receptive magnetic elementmay be slightly larger in diameter than the productive element.Interaction of productive and receptive magnetic elements may producetorque and cause the assembly to rotate. Hub 316 and rotor assembly mayboth be cylindrical in shape where rotor may have a slightly smallercircumference than hub 316 to allow the joining of both structures.Coupling of hub 316 to stator 304 may be accomplished via a surfacemodification of either hub 316, stator 304 or both to form a lockingmechanism. Coupling may be accomplished using additional nuts, bolts,and/or other fastening apparatuses. In an embodiment, an integratedrotor assembly as described above may reduce profile drag in forwardflight for an electric aircraft. Profile drag may be caused by a numberof external forces that the aircraft is subjected to. In an embodiment,incorporating propulsor 312 into hub 316, may reduce a profile of motor300 resulting in a reduced profile drag. In an embodiment, the rotor,which may include motor inner magnet carrier 324, motor outer magnetcarrier 328, propulsor 312 may be incorporated into hub 316. In anembodiment, inner motor magnet carrier 324 may rotate in response to amagnetic field. The rotation may cause hub 316 to rotate. This unit maybe inserted into motor 300 as one unit. This may enable ease ofinstallation, maintenance, and removal.

Still referring to FIG. 3 , stator 304 may include through-hole 332.Through-hole 332 may provide an opening for a component to be insertedthrough to aid in attaching propulsor with integrated rotor and rotorshaft to stator. In an embodiment, through-hole 332 may have a round orcylindrical shape and be located at a rotational axis of stator 304,which in an embodiment may be similar to or the same as axis of rotation312. Hub 316 may be mounted to stator 304 by means of rotor shaft 336rotatably inserted though through-hole 332. The rotor shaft 336 may bemechanically coupled to stator 304 such that rotor shaft 336 is free torotate about its centerline axis, which may be effectively parallel andcoincident to stator's centerline axis, and further the rotor shaft andstator may include a void of empty space between them, where at least aportion the outer cylindrical surface of the rotor shaft is notphysically contacting at least a portion of the inner cylindricalsurface of the stator. This void may be filled, in whole or in part, byair, a vacuum, a partial vacuum or other gas or combination of gaseouselements and/or compounds, to name a few. Through-hole 332 may have adiameter that is slightly larger than a diameter of rotor shaft 336 toallow rotor shaft 336 to fit through through-hole 332 to connect stator304 to hub 316. Rotor shaft 336 may rotate in response to rotation ofpropulsor 312.

Still referring to FIG. 3 , motor 300 may include a bearing cartridge340. Bearing cartridge 340 may include a bore. Rotor shaft 336 may beinserted through the bore of bearing cartridge 340. Bearing cartridge340 may be attached to a structural element of a vehicle. Bearingcartridge 340 functions to support the rotor and to transfer the loadsfrom the motor. Loads may include, without limitation, weight, power,magnetic pull, pitch errors, out of balance situations, and the like.Bearing cartridge 340 may include a bore. Bearing cartridge 340 mayinclude a smooth metal ball or roller that rolls against a smooth innerand outer metal surface. The rollers or balls take the load, allowingthe device to spin. a bearing may include, without limitation, a ballbearing, a straight roller bearing, a tapered roller bearing or thelike. Bearing cartridge 340 may be subject to a load which may include,without limitation, a radial or a thrust load. Depending on the locationof bearing cartridge 340 in the assembly, it may see all of a radial orthrust load or a combination of both. In an embodiment, bearingcartridge 340 may join motor 300 to a structure feature. Bearingcartridge 340 may function to minimize the structural impact from thetransfer of bearing loads during flight and/or to increase energyefficiency and power of propulsor. Bearing cartridge 340 may include ashaft and collar arrangement, wherein a shaft affixed into a collarassembly. A bearing element may support the two joined structures byreducing transmission of vibration from such bearings. Roller(rolling-contact) bearings are conventionally used for locating andsupporting machine parts such as rotors or rotating shafts. Typically,the rolling elements of a roller bearing are balls or rollers. Ingeneral, a roller bearing is a is type of anti-friction bearing; aroller bearing functions to reduce friction allowing free rotation.Also, a roller bearing may act to transfer loads between rotating andstationary members. In an embodiment, bearing cartridge 340 may act tokeep propulsor 312 and components intact during flight by allowing motor300 to rotate freely while resisting loads such as an axial force. In anembodiment, bearing cartridge 340 may include a roller bearingincorporated into the bore. a roller bearing is in contact with rotorshaft 336. Stator 304 may be mechanically coupled to inverter housing.Mechanically coupled may include a mechanical fastening, withoutlimitation, such as nuts, bolts or other fastening device. Mechanicallycoupled may include welding or casting or the like. Inverter housing maycontain a bore which allows insertion by rotor shaft 336 into bearingcartridge 340.

Still referring to FIG. 3 , motor 300 may include a motor assemblyincorporating a rotating assembly and a stationary assembly. Hub 316,motor inner magnet carrier 324 and rotor shaft 336 may be incorporatedinto the rotor assembly of motor 300 which make up rotating parts ofelectric motor, moving between the stator poles and transmitting themotor power. As one integrated part, the rotor assembly may be insertedand removed in one piece. Stator 304 may be incorporated into thestationary part of the motor assembly. Stator and rotor may combine toform an electric motor. In embodiment, an electric motor may, forinstance, incorporate coils of wire, which may be similar to or the sameas any of the electrically conductive components in the entirety of thisdisclosure, which are driven by the magnetic force exerted by a firstmagnetic field on an electric current. The function of the motor may beto convert electrical energy into mechanical energy. In operation, awire carrying current may create at least a first magnetic field withmagnetic poles in a first orientation which interacts with a secondmagnetic field with magnetic poles oriented in the opposite direction ofthe first magnetic pole direction causing a force that may move a rotorin a direction. For example, and without limitation, first magneticelement 308 in motor 300 may include an active magnet. For instance, andwithout limitation, a second magnetic element may include a passivemagnet, a magnet that reacts to a magnetic force generated by firstmagnetic element 308. In an embodiment, a first magnet positioned aroundthe rotor assembly, may generate magnetic fields to affect the positionof the rotor relative to the stator 304. A controller may have anability to adjust electricity originating from a power supply and,thereby, the magnetic forces generated, to ensure stable rotation of therotor, independent of the forces induced by the machinery process.

Motor 300 may include impeller 344, which may be used as impeller 220,coupled with the rotor shaft 336. An impeller, as described herein, is arotor used to increase or decrease the pressure and flow of a fluid,including at least air. Impeller 344 may function to provide cooling tomotor 300. Impeller 344 may include varying blade configurations, suchas radial blades, non-radial blades, semi-circular blades and airfoilblades. Impeller 344 may further include single and/or double-sidedconfigurations. Impeller 344 is described in further detail below.Additionally, or alternatively, in a non-limiting illustrative example,rotor shaft 336 may be mechanically coupled to cooling vanes. Coolingvanes are used to lower the temperature of a high-velocity mechanicalpart, like the rotor in an electrical motor. Cooling vanes may employ aplurality of physical principles to cool mechanical parts. Cooling vanesmay draw cool air like a fan if mechanically coupled to the rotor at anangle sufficient to create a pressure differential in order to draw coolair from outside the motor housing into the relatively hot inner motorand cool internal mechanical parts by convection. The cooling vanes mayalternatively or additionally cool other components disclosed hereinwith the impeller. Convection cooling in principle, is cooling of aportion of a body by moving a fluid over it, the tendency of heat energyto move from high to low energy areas, like a hot spinning rotor to coolmoving air. Additionally, cooling vanes may act as thermodynamic fins.Heat energy may be conducted through the cooling vanes from the hotrotor shaft to the tips of the cooling vanes, thus dissipating heat in ahigh-speed rotating part. Cooling vanes may be consistent with thosedisclosed in U.S. patent application Ser. No. 16/910,255 entitled“Integrated Electric Propulsion Assembly” and incorporated herein byreference in its entirety.

Now referring to FIG. 4 , an exemplary electric aircraft to includemotor 100 is illustrated. Electric aircraft 400 may include motor 800may be mounted on a structural feature of an aircraft. Design of motor800 may enable it to be installed external to the structural member(such as a boom, nacelle, or fuselage) for easy maintenance access andto minimize accessibility requirements for the structure. This mayimprove structural efficiency by requiring fewer large holes in themounting area. This design may include two main holes in the top andbottom of the mounting area to access bearing cartridge. Further, astructural feature may include a component of electric aircraft 400. Forexample, and without limitation structural feature may be any portion ofa vehicle incorporating motor 800, including any vehicle as describedbelow. As a further non-limiting example, a structural feature mayinclude without limitation a wing, a spar, an outrigger, a fuselage, orany portion thereof; persons skilled in the art, upon reviewing theentirety of this disclosure, will be aware of many possible featuresthat may function as at least a structural feature. At least astructural feature may be constructed of any suitable material orcombination of materials, including without limitation metal such asaluminum, titanium, steel, or the like, polymer materials or composites,fiberglass, carbon fiber, wood, or any other suitable material. As anon-limiting example, at least a structural feature may be constructedfrom additively manufactured polymer material with a carbon fiberexterior; aluminum parts or other elements may be enclosed forstructural strength, or for purposes of supporting, for instance,vibration, torque or shear stresses imposed by at least propulsor 812.Persons skilled in the art, upon reviewing the entirety of thisdisclosure, will be aware of various materials, combinations ofmaterials, and/or constructions techniques.

Still referring to FIG. 4 , electric aircraft 400 may include a verticaltakeoff and landing aircraft (eVTOL). As used herein, a verticaltake-off and landing (eVTOL) aircraft is one that can hover, take off,and land vertically. An eVTOL, as used herein, is an electricallypowered aircraft typically using an energy source, of a plurality ofenergy sources to power the aircraft. In order to optimize the power andenergy necessary to propel the aircraft. eVTOL may be capable ofrotor-based cruising flight, rotor-based takeoff, rotor-based landing,fixed-wing cruising flight, airplane-style takeoff, airplane-stylelanding, and/or any combination thereof. Rotor-based flight, asdescribed herein, is where the aircraft generated lift and propulsion byway of one or more powered rotors coupled with an engine, such as a“quad copter,” multi-rotor helicopter, or other vehicle that maintainsits lift primarily using downward thrusting propulsors. Fixed-wingflight, as described herein, is where the aircraft is capable of flightusing wings and/or foils that generate life caused by the aircraft'sforward airspeed and the shape of the wings and/or foils, such asairplane-style flight.

With continued reference to FIG. 4 , a number of aerodynamic forces mayact upon the electric aircraft 400 during flight. Forces acting onelectric aircraft 400 during flight may include, without limitation,thrust, the forward force produced by the rotating element of theelectric aircraft 400 and acts parallel to the longitudinal axis.Another force acting upon electric aircraft 400 may be, withoutlimitation, drag, which may be defined as a rearward retarding forcewhich is caused by disruption of airflow by any protruding surface ofthe electric aircraft 400 such as, without limitation, the wing, rotor,and fuselage. Drag may oppose thrust and acts rearward parallel to therelative wind. A further force acting upon electric aircraft 400 mayinclude, without limitation, weight, which may include a combined loadof the electric aircraft 400 itself, crew, baggage, and/or fuel. Weightmay pull electric aircraft 400 downward due to the force of gravity. Anadditional force acting on electric aircraft 400 may include, withoutlimitation, lift, which may act to oppose the downward force of weightand may be produced by the dynamic effect of air acting on the airfoiland/or downward thrust from the propulsor 812 of the electric aircraft.Lift generated by the airfoil may depend on speed of airflow, density ofair, total area of an airfoil and/or segment thereof, and/or an angle ofattack between air and the airfoil. For example, and without limitation,electric aircraft 400 are designed to be as lightweight as possible.Reducing the weight of the aircraft and designing to reduce the numberof components is essential to optimize the weight. To save energy, itmay be useful to reduce weight of components of electric aircraft 400,including without limitation propulsors and/or propulsion assemblies. Inan embodiment, motor 800 may eliminate need for many external structuralfeatures that otherwise might be needed to join one component to anothercomponent. Motor 800 may also increase energy efficiency by enabling alower physical propulsor profile, reducing drag and/or wind resistance.This may also increase durability by lessening the extent to which dragand/or wind resistance add to forces acting on electric aircraft 400and/or propulsors.

Still referring to FIG. 4 , electric aircraft 400 can include motor 800.Motor 800 may include a stator which has a first magnetic generatingelement generating a first magnetic field. Motor 800 may also includepropulsor 812 with an integrated rotor assembly of the motor assemblywhich may include includes a hub mounted to stator, at least a secondmagnetic element generating a second magnetic field. First magneticfield and second magnetic field vary with respect to time whichgenerates a magnetic force between both causing the rotor assembly torotate with respect to the stator.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments, what has been described herein is merelyillustrative of the application of the principles of the presentinvention. Additionally, although particular methods herein may beillustrated and/or described as being performed in a specific order, theordering is highly variable within ordinary skill to achieve embodimentsaccording to this disclosure. Accordingly, this description is meant tobe taken only by way of example, and not to otherwise limit the scope ofthis invention.

Exemplary embodiments have been disclosed above and illustrated in theaccompanying drawings. It will be understood by those skilled in the artthat various changes, omissions and additions may be made to that whichis specifically disclosed herein without departing from the spirit andscope of the present invention.

What is claimed is:
 1. An electric aircraft lift motor with air cooling,the motor comprising: a stator connected to the electric aircraft, thestator comprising: an inner cylindrical surface and an outer cylindricalsurface, wherein each of the inner cylindrical surface and the outercylindrical surface is coaxial about an axis of rotation; and at least acooling fin on the outer cylindrical surface of the stator; a rotorcoaxial within the stator, the rotor comprising a rotor cylindricalsurface and a rotor shaft defining the axis of rotation, wherein therotor cylindrical surface and the inner cylindrical surface combine toform an air gap between the rotor cylindrical surface and the innercylindrical surface, wherein the rotor comprises a magnet arraypositioned opposite to the inner cylindrical surface and spaced from theinner cylindrical surface by the air gap; and a first fan connected toan axial end of the rotor and configured to rotate with the rotor, thefirst fan comprising: a base platform and a roof platform, wherein thebase platform is attached to the axial end of the rotor; and at least ablade configured to direct air toward the air gap, wherein the at leasta blade is secured between the base platform and the roof platform. 2.The motor of claim 1, wherein the first fan is a centrifugal fan.
 3. Themotor of claim 1, wherein the rotor shaft is coaxial with the stator,wherein the motor further comprises a propulsor connected to the rotorshaft, the propulsor configured to produce prop wash along the outercylindrical surface.
 4. The motor of claim 1, wherein the rotor shaft iscoaxial with the stator, wherein the motor further comprises: apropulsor connected to the rotor shaft; and a second fan connected tothe rotor shaft, wherein the second fan is between the first fan and thepropulsor.
 5. The motor of claim 4, wherein the second fan is configuredto direct air toward the first fan.
 6. The motor of claim 4, wherein thesecond fan is configured to direct air along the outer cylindricalsurface of the stator.
 7. The motor of claim 4, wherein the at least acooling fin is attached to the outer cylindrical surface, and whereinthe second fan is configured to direct air toward the at least a coolingfin.
 8. The motor of claim 4, wherein the second fan is a propeller fan.9. The motor of claim 1, wherein the electric aircraft is an electricvertical takeoff and landing (eVTOL) aircraft.
 10. A device for coolinga motor of an electric aircraft, the device comprising: a rotorconfigured to rotate around an axis of rotation, the rotor comprising: arotor cylindrical surface; a rotor shaft defining the axis of rotation;a first axial end on one side of the rotor cylindrical surface; and asecond axial end on the opposite side of the first axial end; a magnetarray on the rotor, wherein the magnet array is positioned opposite toan inner cylindrical surface of a stator of the motor and spaced fromthe inner cylindrical surface by an air gap; at least a cooling fin onan outer cylindrical surface of the stator of the motor; and a fanconnected to the first axial end of the rotor and configured to rotatewith the rotor around the axis of rotation, the fan comprising: a firstbase platform and a first roof platform, wherein the first base platformis attached to the first axial end of the rotor; and at least a bladeconfigured to direct air toward the air gap, wherein the at least ablade is secured between the first base platform and the first roofplatform.
 11. The device of claim 10, wherein the first roof platform isattached to a first blade of the at least a blade and substantiallyparallel to the first axial end, wherein the first blade is between thefirst roof platform and the first base platform.
 12. The device of claim11, wherein the first blade is substantially perpendicular to the firstbase platform and the first roof platform.
 13. The device of claim 12,wherein the fan further comprises a second base platform attached to thesecond axial end and substantially parallel to the second axial end. 14.The device of claim 13, wherein the fan further comprises: a secondblade of the at least a blade attached to the second base platform; anda second roof platform attached to the second blade of the at least ablade, wherein the second roof platform is substantially parallel to thesecond axial end, wherein the second blade of the at least a blade isbetween the second roof platform and the second base platform.
 15. Thedevice of claim 14, wherein the first blade comprises a plurality ofblades.
 16. The device of claim 15, wherein the second blade comprises aplurality of blades.
 17. The device of claim 16, wherein each of theplurality of blades of the first blade is coplanar with each of theplurality of blades of the second blade.
 18. The device of claim 10,wherein the electric aircraft is an electric vertical takeoff andlanding (eVTOL) aircraft.
 19. The motor of claim 1, wherein the at leasta cooling fin comprises a plurality of cooling fins evenly distributedradially on the outer cylindrical surface of the stator, wherein eachcooling fin of the plurality of cooling fins extends radially outwardsfrom the outer cylindrical surface of the stator.
 20. The device ofclaim 10, wherein the at least a cooling fin comprises a plurality ofcooling fins evenly distributed radially on the outer cylindricalsurface of the stator, wherein each cooling fin of the plurality ofcooling fins extends radially outwards from the outer cylindricalsurface of the stator.